WO2019225407A1 - 走行支援装置 - Google Patents

走行支援装置 Download PDF

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Publication number
WO2019225407A1
WO2019225407A1 PCT/JP2019/019130 JP2019019130W WO2019225407A1 WO 2019225407 A1 WO2019225407 A1 WO 2019225407A1 JP 2019019130 W JP2019019130 W JP 2019019130W WO 2019225407 A1 WO2019225407 A1 WO 2019225407A1
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WO
WIPO (PCT)
Prior art keywords
delay
collision
target object
host vehicle
driver
Prior art date
Application number
PCT/JP2019/019130
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
高橋　徹
洋介 伊東
慶 神谷
高木　亮
昇悟 松永
崇治 小栗
崇弘 馬場
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to DE112019002593.7T priority Critical patent/DE112019002593T5/de
Priority to CN201980034054.0A priority patent/CN112154493B/zh
Publication of WO2019225407A1 publication Critical patent/WO2019225407A1/ja
Priority to US16/952,608 priority patent/US11724694B2/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/007—Switching between manual and automatic parameter input, and vice versa
    • B60W2050/0071—Controller overrides driver automatically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle

Definitions

  • the present disclosure relates to a travel support apparatus capable of executing vehicle collision avoidance control.
  • a driving support device having a pre-crash safety (PCS) system that detects an object around a host vehicle and activates a safety device as necessary to avoid or reduce a collision of the host vehicle is known.
  • PCS pre-crash safety
  • a technique for delaying (modifying) or stopping (overriding) the operation of the PCS system when a collision avoidance operation is performed by the driver For example, in Patent Document 1, when a collision avoidance operation is performed by a driver, unnecessary operation of the safety device is avoided by delaying the timing of operating the safety device.
  • the risk of collision may not be sufficiently reduced.
  • the risk of a collision may not be sufficiently reduced if the preceding vehicle is steered in the same direction as the host vehicle. .
  • the collision avoidance or mitigation becomes insufficient and the collision safety is reduced. There is a concern to do.
  • an object of the present disclosure is to provide a driving support device that can ensure higher collision safety while operating the safety device more appropriately and considering the operability and comfort of the driver.
  • the present disclosure provides a travel support device that controls a safety device for avoiding a collision between the host vehicle and the object based on detection information of an object detection device that detects an object around the host vehicle.
  • the driving support device calculates an estimated collision time between the target object and the host vehicle, and activates the safety device when the estimated collision time is equal to or less than a predetermined operation timing; and the own vehicle
  • a detection delay unit for executing an operation stop for stopping the operation of the safety device or an operation delay for delaying the operation timing on the condition that a driver's steering operation for avoiding a collision occurs.
  • a suppression unit that suppresses the operation stop or the operation delay on the condition that a target object that is a collision avoidance target is recognized on the course of the host vehicle after the driver's steering operation based on the information; Prepare.
  • the stop delay unit executes the stop or delay of the operation of the safety device on the condition that the driver's steering operation for avoiding the collision of the host vehicle is performed, the safety device is unnecessary. Can be avoided. Further, when a target object that is a collision avoidance target is recognized on the course of the host vehicle after the driver's steering operation based on the detection information of the object detection device, Execution of operation delay is suppressed. For this reason, when the risk of a collision is not reduced even if the driver performs a collision avoidance operation, the safety device can be appropriately operated. When the collision can be avoided by the driver's steering operation, the operation of the safety device is stopped or delayed. On the other hand, when the collision cannot be avoided even by the steering operation, the safety device can be activated. Higher collision safety can be secured while considering operability and comfort.
  • FIG. 1 is a diagram illustrating a driving support system according to an embodiment.
  • 2A is a conceptual diagram of a normal detection region
  • FIG. 2B is a conceptual diagram of a detection region when an operation delay is executed
  • FIG. 2C is a diagram when the operation delay is suppressed.
  • FIG. 3 is a flowchart of the collision avoidance process according to the first embodiment.
  • FIG. 4 is a predicted course diagram of the host vehicle according to the first embodiment
  • FIG. 4A is a diagram illustrating a state before the driver's steering operation
  • FIG. 4B is a driver's steering operation.
  • FIG. 5 is a time chart of the collision avoidance process in the first embodiment.
  • FIG. 6 is a flowchart of collision avoidance processing according to the second embodiment.
  • FIG. 7 is a predicted course diagram of the host vehicle according to the second embodiment,
  • FIG. 7A is a diagram showing a state before the driver's steering operation, and
  • FIG. 7B is a driver's steering operation.
  • FIG. 8 is a time chart of the collision avoidance process in the first embodiment.
  • FIG. 9 is a schematic diagram of a dangerous area
  • FIG. 10 is a flowchart of the dangerous area setting process.
  • FIG. 1 shows a driving support system 1 according to this embodiment.
  • the travel support system 1 includes an ECU 10, sensors 20, and a safety device 30.
  • the ECU 10 is a travel support device that is mounted on a vehicle and that executes the travel support of the vehicle. Based on detection information about an object existing around the host vehicle, the ECU 10 avoids a collision with the object, or damage caused by the collision. It has a function as a PCS system that performs control to reduce the above. Information detected by the sensors 20 is input to the ECU 10. The ECU 10 controls the safety device 30 based on the input detection information.
  • Sensors 20 include a radar device 21, an imaging device 22, an accelerator sensor 23, a brake sensor 24, a steering sensor 25, and a vehicle speed sensor 26.
  • the radar device 21 and the imaging device 22 function as an object detection device that detects an object around the host vehicle.
  • the radar device 21 is, for example, a known millimeter-wave radar that uses a millimeter-wave band high-frequency signal as a transmission wave.
  • the position of the object within the detection range is detected. Specifically, an exploration wave is transmitted at a predetermined period, and a reflected wave is received by a plurality of antennas.
  • the distance to the object is calculated from the transmission time of the exploration wave and the reception time of the reflected wave. Further, the relative velocity is calculated from the frequency of the reflected wave reflected by the object, which has changed due to the Doppler effect.
  • the azimuth of the object is calculated from the phase difference of the reflected waves received by the plurality of antennas.
  • the radar device 21 transmits a survey wave, receives a reflected wave, calculates a reflection position and a relative speed at predetermined intervals, and transmits the calculated reflection position and relative speed to the ECU 10.
  • the imaging device 22 is a monocular imaging device such as a CCD camera, a CMOS image sensor, or a near infrared camera.
  • the imaging device 22 is attached to a predetermined height in the center of the vehicle in the vehicle width direction, and images an area that extends in a predetermined angle range toward the front of the vehicle from an overhead viewpoint.
  • the imaging device 22 extracts feature points indicating the presence of an object in the captured image. Specifically, edge points are extracted based on the luminance information of the captured image, and Hough transform is performed on the extracted edge points. In the Hough transform, for example, points on a straight line in which a plurality of edge points are continuously arranged or points where the straight lines are orthogonal to each other are extracted as feature points.
  • the imaging device 22 performs imaging and feature point extraction at the same or different control period as the radar device 21 and transmits the feature point extraction result to the ECU 10.
  • the accelerator sensor 23 is provided on the accelerator pedal, and detects whether the driver has operated the accelerator pedal and the amount of operation.
  • the brake sensor 24 is provided on the brake pedal, and detects whether the driver has operated the brake pedal and the amount of operation.
  • the steering sensor 25 is provided in the steering and detects the direction of the steering operation by the driver and the amount of the operation.
  • the vehicle speed sensor 26 is provided on a rotating shaft that transmits power to the wheels of the host vehicle, and obtains the speed of the host vehicle based on the number of rotations of the rotating shaft.
  • the safety device 30 includes an alarm device 31, a brake device 32, and a seat belt device 33.
  • the alarm device 31, the brake device 32, and the seat belt device 33 are driven by a control command from the ECU 10.
  • the alarm device 31 is, for example, a speaker or a display installed in the passenger compartment of the host vehicle.
  • the alarm device 31 notifies the driver that there is a risk of collision with an object by outputting an alarm sound, an alarm message, or the like based on a control command from the ECU 10.
  • the brake device 32 is a braking device that brakes the host vehicle.
  • the ECU 10 does not have a brake assist function that assists by increasing the braking force by the driver's brake operation and a driver's brake operation as a brake function for avoiding collision with an object or reducing collision damage. In some cases, it has an automatic brake function to perform automatic braking.
  • the brake device 32 performs brake control based on these functions based on control commands from the ECU 10.
  • the seat belt device 33 includes a pretensioner mechanism that retracts a seat belt provided in each seat of the host vehicle.
  • the seat belt device 33 performs pull-in of the seat belt and its preliminary operation according to a control command from the ECU 10. With the pretensioner mechanism, the seat belt is pulled in to remove slack, and the driver or other passenger is fixed to the seat to protect the passenger.
  • the ECU 10 includes an object recognition unit 11, an operation state determination unit 12, an operation timing calculation unit 13, an operation determination unit 14, and a control processing unit 15.
  • the operation timing calculation unit 13 includes a stop delay unit 41 and a suppression unit 42.
  • the ECU 10 includes a CPU, a ROM, a RAM, an I / O, and the like, and realizes each of these functions when the CPU executes a program installed in the ROM.
  • the ECU 10 functions as a travel support device that controls a safety device for avoiding a collision between the host vehicle and an object based on detection information of an object detection device such as the radar device 21 or the imaging device 22.
  • the object recognition unit 11 acquires object detection information from the radar device 21 and the imaging device 22, and uses the position information of the object obtained from the radar device 21 and the feature point obtained from the imaging device 22 to set the position. Recognize that an object exists. Further, the object recognition unit 11 associates the relative position and the relative speed with respect to the own vehicle for each object, and the relative speed in the direction orthogonal to the traveling direction of the own vehicle based on the associated relative position and relative speed. And a vertical speed that is a relative speed in the traveling direction of the host vehicle.
  • the object recognition unit 11 may be configured to set a predetermined area around the host vehicle as a detection area and recognize an object detected in the detection area as a target object to be a collision avoidance target. . Furthermore, a dangerous area may be set in a predetermined area including at least the side of the host vehicle. In this case, the object recognition unit 11 may be configured to be able to recognize whether or not the target object is detected in the dangerous area. It is preferable that the dangerous area is set in the detection area and is set in a narrower area than the detection area.
  • the operation status determination unit 12 determines whether or not a collision avoidance operation by the driver for avoiding a collision between the object recognized by the object recognition unit 11 and the host vehicle has been started. Specifically, the operation status determination unit 12 starts the collision avoidance operation by the driver for avoiding the collision between the object and the host vehicle based on the instantaneous index that is an instantaneous value of the index related to the steering of the host vehicle. judge. In the present embodiment, it is determined that the collision avoidance operation by the driver has been started based on the steering angle detected by the steering sensor 25 including the determination condition regarding the steering operation.
  • the condition for determining the start of the collision avoidance operation may include a determination condition related to the driver's accelerator operation and brake operation in addition to the steering operation.
  • the operation timing calculation unit 13 sets the operation timing of the safety device 30 as the support start timing for starting the driving support for avoiding the collision between the object recognized by the object recognition unit 11 and the own vehicle or reducing the collision damage. .
  • the operation timing calculation unit 13 calculates the depth position L of the operation region 50 shown in FIG. 2A based on the set operation timing and the relative speed between the object and the host vehicle 40.
  • the operation timing calculation unit 13 may further be configured to set the right restriction value XR and the left restriction value XL as the restriction values in the lateral direction of the object to be actuated by the safety device 30. It is not limited to.
  • the operation determination unit 14 may be configured to set the right restriction value XR and the left restriction value XL.
  • an area surrounded by the right restriction value XR, the left restriction value XL, and the depth position L is set as the operation area 50.
  • the right regulation value XR and the left regulation value XL may be determined in advance according to the type of the object. For example, if the object is a preceding vehicle, there is little possibility of sudden lateral movement, so even if a relatively small value is set for the right restriction value XR and the left restriction value XL. Good. On the other hand, when the object is a pedestrian, there is a possibility that abrupt movement in the lateral direction may occur. Therefore, even if a relatively large value is set for the right side restriction value XR and the left side restriction value XL. Good.
  • the operation timing calculation unit 13 calculates the operation timing based on the reference timing TC1 stored in advance in the ECU 10.
  • the reference timing TC1 is set in advance for each safety device 30 according to the content of driving assistance.
  • the ECU 10 performs first control for operating the alarm device 31, second control for assisting the driver's brake operation by the brake assist function, and third control for automatically braking the host vehicle by the automatic brake function. Has the function to execute.
  • the operation timing of the alarm device 31 as the first control is set to the earliest timing
  • the operation timing of the automatic brake function as the third control is set to the latest timing.
  • the operation timing calculation unit 13 includes a stop delay unit 41 and a suppression unit 42. Based on the determination of the collision avoidance operation by the operation situation determination unit 12 by the stop delay unit 41 and the suppression unit 42, the reference timing TC1 is corrected as necessary and set as the operation timing.
  • the stop delay unit 41 executes the operation stop or the operation delay of the safety device 30 on the condition that the driver has performed a collision avoidance operation for avoiding a collision of the own vehicle.
  • the operation stop is a process for prohibiting or stopping the operation of the safety device 30.
  • the operation stop is sometimes referred to as “override” which means a process of canceling the operation of the safety device 30.
  • the operation delay is a process of delaying the operation timing of the safety device 30.
  • the operation delay is sometimes referred to as “modify” which means a process of making the safety device 30 difficult to operate.
  • the suppression delay unit 41 may be configured to perform only one of the operation suppression and the operation delay, or may be configured to perform both.
  • the stop delay unit 41 may set different execution conditions for the operation stop and the operation delay. For example, the operation delay may be executed when the driver's steering operation angle is small, and the operation may be stopped when the driver's steering operation angle is large. If the safety device 30 is activated when the driver is performing a collision avoidance operation such as a steering operation so as to avoid a collision with an object existing in front of the host vehicle, the driver is bothered by the operation. There is a risk of feeling. According to the stop delay unit 41, when the operation of avoiding the collision is performed by the driver, the safety device 30 is stopped as compared with the case where the operation of the safety device 30 is stopped or the operation of avoiding the collision is not performed. Since the operation timing of the vehicle can be delayed, the operability and comfort of the driver can be ensured.
  • the stop delay unit 41 may be executed when the driver's steering operation angle is small, and the operation may be stopped when the driver's steering operation angle is large. If the safety device 30 is activated when the driver is performing a collision avoidance operation such
  • the stop delay unit 41 is configured to stop or delay the operation of the safety device 30 at least by a driver's steering operation. For example, when the steering angle acquired from the steer sensor 25 exceeds the threshold value X, it is determined that there has been a steering operation by the driver, and the operation delay or activation delay of the safety device 30 by the stop delay unit 41 is executed. It may be configured.
  • the stop delay unit 41 may be configured to stop or delay the operation by another collision avoidance operation such as a brake operation in addition to the steering operation.
  • the operation timing calculation unit 13 sets the operation timing of the safety device 30 to a predetermined reference timing TC1. That is, as shown in FIG. 2A, an area surrounded by the right restriction value XR, the left restriction value XL, and the depth position L is set as the operation area 50.
  • the stop delay unit 41 executes the operation stop or operation delay of the safety device 30.
  • the operation timing of the safety device 30 is corrected to a timing later than the reference timing TC1 (hereinafter referred to as “delay timing TC2”).
  • delay timing TC2 the depth position L in FIG. 2A is corrected to the depth position L1 that is closer to the host vehicle 40 as shown in FIG. That is, the operation region 50 in FIG. 2A is corrected to the operation region 51 surrounded by the right restriction value XR, the left restriction value XL, and the depth position L1.
  • the stop delay unit 41 may be configured to continue the operation stop or the operation delay for a period from when it is determined that the collision avoidance operation is started until a predetermined set time elapses. For example, when it is determined that the collision avoidance operation has been started and the stop delay unit 41 performs the operation delay, the operation timing may be held at the delay timing until a predetermined set time elapses. Good. With such a configuration, when the collision avoidance operation is temporarily interrupted after the driver's collision avoidance operation is started, it is possible to prevent the delay of the operation timing from being rejected due to the temporary interrupt. it can.
  • the stop delay unit 41 makes it difficult to stop or delay the operation of the safety device 30 compared to when the target object is recognized outside the dangerous area. It may be configured as follows. For example, when the target object is recognized in the dangerous area, the stop delay unit 41 performs the operation stop or operation delay of the safety device 30 immediately after that, while the target object is in the detection area outside the dangerous area. When the target object is detected, the operation of the safety device 30 may be stopped or delayed after a predetermined time has elapsed since the target object was detected. Alternatively, when the target object is recognized within the dangerous area, the threshold is set in a direction that makes the execution condition for the operation stop or the execution delay of the safety device 30 stricter than when the target object is recognized outside the dangerous area.
  • the threshold value X for the steering angle for determining that the driver has performed the steering operation is made larger than when the target object is recognized outside the dangerous area. Accordingly, it may be difficult to execute the operation stop or the operation delay.
  • the stop delay unit 41 stops or operates so that the safety device 30 can be operated more easily when the target object is recognized within the dangerous area than when the target object is detected outside the dangerous area. You may adjust the processing content of suppression.
  • the stop delay unit 41 is configured to execute an operation stop when a target object is recognized in the dangerous area, and to execute an operation delay when the target object is detected outside the dangerous area. May be.
  • the stop delay unit 41 indicates the amount of delay (the degree of delay) of the operation timing when the target object is recognized in the dangerous area, and the case where the target object is recognized in the detection area outside the dangerous area. It may be configured to be smaller than the delay amount of the operation timing.
  • the delay amount corresponds to L ⁇ L1 which is the difference between the depth position L and the depth position L1 in FIGS.
  • the depth position L1 in FIG. 2 (b) is set to a position farther than when the target object is recognized outside the dangerous area when the target object is recognized within the dangerous area, and the delay amount L-L1 is set. May be configured to be small.
  • the suppression unit 42 is configured to prevent the operation delay or the operation delay by the stop delay unit 41 on the condition that the object recognition unit 11 recognizes the target object to be a collision avoidance target on the course of the host vehicle after the driver's steering operation. Suppress execution. Explaining and illustrating the case where the stop delay unit 41 executes the operation delay, the suppressing unit 42 re-sets the depth position L1 shown in FIG. 2B to the side away from the own vehicle (that is, the depth position L side). It correct
  • suppression of the operation delay in the suppression unit 42 includes rejecting the processing of the operation delay by the stop delay unit 41 and returning the depth of the detection region to the depth position L.
  • the delay suppression amount (the suppression amount of the delay amount by the suppression unit 42) is L2-L1 with respect to the delay amount L-L1.
  • the safety device 30 is activated at an earlier timing by recorrecting the depth position L1 to the depth position L2 farther from the host vehicle.
  • the suppression unit 42 suppresses the delay of the operation timing by the stop delay unit 41, thereby relaxing the condition for operating the safety device 30. Therefore, it is possible to reliably avoid danger.
  • the suppression part 42 it can suppress that the action
  • the suppression of the operation delay by the suppression unit 42 may be performed by reducing the delay amount of the operation timing as described above. Specifically, for example, the delay amount calculated by the stop delay unit 41 may not be small, or the delay amount calculated by the stop delay unit 41 may be corrected so as to reduce the delay amount. May be. Alternatively, the suppression of the operation delay by the suppressing unit 42 may prevent the stop delay unit 41 from executing the operation timing delay. Specifically, for example, when the stop delay unit 41 executes the operation delay when the steering angle acquired from the steer sensor 25 exceeds the threshold value X, the operation delay is increased by increasing the threshold value X. Execution may be suppressed. Further, when suppressing the operation stop executed by the stop delay unit 41, the suppression unit 42 may be configured to reject the executed operation stop process, or by replacing the operation stop with an operation delay.
  • the safety device 30 may be configured to increase the possibility of operation.
  • the suppression of the safety device 30 or the suppression of the operation delay of the safety device 30 by the suppression unit 42 is performed immediately after the object recognition unit 11 recognizes a target object that is a collision avoidance target on the course of the host vehicle after the driver's steering operation. It may be a thing. For example, after the driver performs a steering operation to avoid a collision with the first target object on the path before the steering operation, the second target object is detected on the path of the host vehicle after the steering operation. In such a case, the safety device 30 can be appropriately operated by executing the operation control or the suppression of the operation delay, and the driving support giving priority to the collision avoidance can be realized.
  • the suppression of the operation of the safety device 30 or the suppression of the operation delay by the suppressing unit 42 is performed by the object recognition unit 11 after the driver's steering operation, after the predetermined time has elapsed since the driver's steering operation. It may be executed on the condition that the target object to be a collision avoidance target is recognized on the path of For example, a driver performs a steering operation in order to avoid a collision with a target object on the course before the steering operation by executing the operation stop or the suppression of the operation delay after a predetermined time has elapsed after the steering operation. Immediately after that, it can be avoided that the same target object is detected to stop the operation or suppress the operation delay.
  • the safety device 30 can be appropriately operated, and driving support prioritizing collision avoidance can be realized.
  • the suppressing unit 42 may change the condition for determining the target object and executing the operation stop of the safety device 30 or suppressing the operation delay. For example, after a driver performs a steering operation to avoid a collision with a first target object on the path before the steering operation, the target object detected on the path of the host vehicle after the steering operation is In the case of the second target object, the operation is immediately stopped or the operation delay is suppressed. In the case of the first target object, it is determined that a predetermined time has elapsed since the driver's steering operation was performed. As a condition, operation stop or suppression of operation delay may be executed.
  • the safety device 30 can be reliably operated.
  • the suppression unit 42 may be configured to maintain the suppression of operation or suppression of operation delay until a predetermined time elapses after execution of suppression of operation or suppression of operation delay.
  • the suppression unit 42 may be configured to maintain the operation suppression or the suppression of the operation delay until the collision with the target object is avoided after the operation control or the operation delay is suppressed. . With such a configuration, it is possible to more reliably avoid delaying the operation of the safety device 30 when the risk of collision cannot be sufficiently reduced even by the driver's steering operation.
  • the operation determination unit 14 determines whether or not to activate the safety device 30 based on a predicted collision time (TTC: Time to Collision) that is a time until the host vehicle collides with an object and an operation timing. Note that, when the operation stop of the safety device 30 is executed by the stop delay unit 41, the operation determination unit 14 determines that the safety device 30 is not operated. Further, the operation determination unit 14 calculates the collision prediction time by dividing the vertical distance between the object and the host vehicle by the relative speed. In addition, using the relative acceleration in addition to the relative speed, the collision prediction time may be calculated on the assumption that the host vehicle and the object approach each other by a uniform acceleration linear motion.
  • TTC Time to Collision
  • the operation determination unit 14 outputs a signal indicating the determination result to the control processing unit 15 when the object enters the operation region 50 to 52, that is, when it is determined that the predicted collision time has reached the operation timing.
  • the control processing unit 15 inputs from the operation determination unit 14 that the predicted collision time has reached the operation timing, the control processing unit 15 transmits a control command to the alarm device 31 or the brake device 32. Based on this control command, the safety device 30 is activated, and an alarm to the driver by the alarm device 31, brake control by the brake device 32, operation of the pretensioner mechanism by the seat belt device 33, and the like are executed.
  • the operation areas 50 to 52 have been described as substantially pentagonal areas extending in front of the host vehicle 40 as shown in FIG. 2, but are not limited thereto.
  • the operation region may be set to the side or rear of the host vehicle 40.
  • the case where the depth position of the operation region 50 to 52 is changed is described as an example, and the operation delay process by the stop delay unit 41 and the operation delay suppression process by the suppression unit 42 are described, but the present invention is not limited to this.
  • the operation delay process performed by the stop delay unit 41 may be anything that brings the outer edge of the operation region 50 closer to the host vehicle 40.
  • the suppression process by the suppression unit 42 may be any method as long as the outer edge of the operation region 50 is brought closer to the host vehicle 40, and the outer edge of the operation region 50 approached by the stop delay unit 41 is moved away from the host vehicle 40. I just need it.
  • the operation delay by the stop delay unit 41 may be to bring the positions of XL and XR in FIG. 2 closer to the host vehicle 40, and the suppression of the operation delay by the suppression unit 42 is brought closer by the stop delay unit 41.
  • the position of XL and XR may be kept away from the host vehicle 40.
  • the processing procedure of the driving support control executed by the ECU 10 of the present embodiment will be described with reference to the flowchart of FIG. 3 exemplifying the case where the stop delay unit 41 executes the operation delay. This process is performed for each object existing ahead in the traveling direction of the host vehicle at every predetermined control cycle.
  • the correction condition is turned ON, the operation timing is set to the delay timing TC2, and the operation delay is suppressed by the suppression unit 42.
  • the executed operation delay is rejected, the correction condition is turned OFF, and the operation timing is set to the reference timing TC1.
  • step S101 object recognition is performed using object detection information (first detection information) from the radar device 21 and object detection information (second detection information) from the imaging device 22.
  • object detection information first detection information
  • second detection information second detection information
  • step S102 a predicted collision time is calculated for each recognized target object, and the process proceeds to step S103.
  • step S103 a reference timing TC1 for operating the safety device 30 is acquired.
  • the reference timing TC1 is a predetermined value for the type of the object, and is acquired by being read from the memory of the ECU 10.
  • step S104 operation information is acquired from the steer sensor 25, and the process proceeds to step S105.
  • step S105 it is determined whether the condition of the steering operation (collision avoidance operation) is changed from OFF to ON based on the acquired operation information.
  • the condition of the steering operation collision avoidance operation
  • the steering operation whether or not the collision with the object can be avoided by the steering operation, whether or not the steering angle acquired from the steer sensor 25 exceeds the threshold value X, and in which direction the steering operation is in the left or right direction Determine.
  • step S105 the position and relative speed of the target object are also acquired, and based on this, it is determined whether the steering operation is an operation for avoiding the target object. For example, if the target object is present in the right front and moving in the left direction, if the steering operation is in the left direction, the steering operation does not avoid collision with the object, and the steering operation is in the right direction. If there is, the steering operation avoids a collision with an object. Further, when the object is present on the right front and is moving in the right direction, if the steering operation is in the left direction, the steering operation avoids a collision with the object, and the steering operation is in the right direction. For example, the steering operation does not avoid collision with an object. The same applies to the case where the object is present on the left front side.
  • step S108 If the operation information does not turn the steering operation condition from OFF to ON (S105: NO), the process proceeds to step S108. Specifically, for example, when the ON state of the steering operation condition is maintained, when the OFF state of the steering operation condition is maintained, or when the steering operation condition changes from ON to OFF, This is applicable when the condition is not changed from OFF to ON.
  • step S108 it is determined whether or not the value of the counter T is not zero and is smaller than the upper limit value Tmax.
  • the process proceeds to step S118, and after the correction condition is turned OFF, the process proceeds to step S119.
  • step S119 the value of the counter T is reset and set to zero, and then the process proceeds to step S120.
  • step S110 it is determined whether or not the target object exists in the course. If an affirmative determination is made in step S105 of the previous control cycle, the value of the counter T is 1, so the process of step S110 is executed, and the target object exists on the course of the host vehicle after the steering operation. It is determined whether or not. When the driver performs a steering operation to avoid a collision with the target object, an affirmative determination is made in step S105 of the previous control cycle, and therefore the process of step S110 is executed.
  • step S110 it is determined whether a target object is detected on the course. More specifically, it is determined whether or not the target object is detected in the detection area set along the course of the host vehicle. In step S110, it is determined whether or not the target object has been detected within the detection region set along the course after the steering operation.
  • step S110 when the target object is detected on the course, the process proceeds to step S111 and the correction condition is turned off.
  • This process corresponds to a process for suppressing the executed operation delay. In this flow, the correction value is set to zero. However, instead of turning the correction condition OFF, the delay amount of the operation timing is reduced so that the safety device 30 is easily operated. May be.
  • step S111 after the correction condition is turned OFF, the process proceeds to correction step S112.
  • step S112 the value of the counter T is reset and set to zero, and then the process proceeds to step S120.
  • the operation delay can be suppressed and the collision avoidance can be surely executed. For example, when a new target object different from the target object that the driver is trying to avoid is detected on the course after the steering operation by the driver, the operation delay of the safety device 30 is suppressed promptly. Since the operation timing is set to the reference timing TC1, appropriate collision avoidance control can be performed on a new target object.
  • step S110 when the target object is not detected on the course, the process proceeds to step S116, the correction condition is set to ON, and then the process proceeds to step S117.
  • This process corresponds to a process in which the executed operation delay is not suppressed and is maintained.
  • step S117 the value of the counter T is set to T + 1, and the process proceeds to step S120.
  • the correction condition is maintained in the ON state without suppressing the operation delay by the processes of steps S110, S116, and S117. . That is, when the collision avoidance target object is not detected by the driver's steering operation, the operation timing of the safety device 30 is maintained at the delay timing TC2, and the driver's operability and comfort are ensured. Can do.
  • step S120 the operation timing is calculated according to ON / OFF of the correction condition. If the correction condition is ON, the correction timing as the operation timing is calculated by dividing the correction value from the reference timing TC1. In this flow, when the correction condition is ON, the operation timing is set to the delay timing TC2. If the correction condition is OFF, the operation timing is set to the reference timing TC1.
  • step S120 after calculating the operation timing, the process proceeds to step S121.
  • step S121 the collision prediction time is compared with the operation timing. If the predicted collision time is equal to or shorter than the operation timing (S121: YES), the process proceeds to step S122, and after transmitting a signal for operating the safety device 30, the series of processes is terminated. On the other hand, when the predicted collision time exceeds the operation timing (S121: NO), the series of processes is terminated without operating the safety device 30.
  • FIG. 5 The operation timing when the processing shown in FIG. 3 is performed will be described using the explanatory diagrams shown in FIGS. 4A and 4B and the time chart shown in FIG. In FIG. 5, the horizontal axis represents time t, and the vertical axis represents, in order from the top, presence / absence of target object detection, presence / absence of steering operation, ON / OFF of correction conditions, and operation timing.
  • the ECU 10 When the preceding vehicle 61 as the first target object moves rightward and enters the detection area set along the route 70 of the host vehicle 60, the ECU 10 The preceding vehicle 61 is recognized. Then, when the preceding vehicle 61 is detected as the target object, the operation timing is set to the reference timing TC1, as shown in FIG. The preceding vehicle 62 is located outside the detection area set along the route 70.
  • the course of the host vehicle 60 is the course shown by the solid line.
  • the route is changed from 70 to a route 71 indicated by a broken line.
  • the preceding vehicle 62 as the second target object is detected in the detection region set along the course 71 of the host vehicle 60 at time t12, as shown in FIG. 62 is detected as a target object.
  • the operation delay is suppressed, and the operation timing is set to the reference timing TC1. That is, the safety device 30 is easily activated (returns to a normal state).
  • step S308 if the operation information is not information that the steering operation condition is changed from OFF to ON (S305: NO), the process proceeds to step S308. Specifically, for example, when the ON state of the steering operation condition is maintained, when the OFF state of the steering operation condition is maintained, or when the steering operation condition changes from ON to OFF, This is applicable when the condition is not changed from OFF to ON.
  • step S308 as in step S108, it is determined whether or not the value of the counter T is not zero and is smaller than the upper limit value Tmax.
  • the process proceeds to step S318 to step S322. If the value of the counter T is not zero and is smaller than the upper limit value Tmax (S308: YES), the process proceeds to step S309.
  • step S309 it is determined whether or not a predetermined time has elapsed after the driver's steering operation. Specifically, in step S309, it is determined whether the elapsed time ts from the driver's steering operation is equal to or greater than a predetermined value Y. If ts ⁇ Y, the process proceeds to step S310. If ts ⁇ Y, the process proceeds to step S314.
  • step S310 it is determined whether or not there is the same target object (hereinafter referred to as an existing target object) that is recognized as an avoidance target before the steering operation in the course.
  • an existing target object it is determined whether or not an existing target object exists on the course of the host vehicle after the steering operation. If no existing target object is detected on the course in step S310, the process proceeds to step S314.
  • step S310 when an existing target object is detected on the course, the process proceeds to step S311 and the correction value is relaxed.
  • the correction value may be reduced or zero, but in this flow, a case where the correction value is zero will be described as an example. That is, after the correction condition is turned OFF in step S311, the value of the counter T is reset and set to zero in step S312, and then the process proceeds to step S313.
  • step S313 the threshold value X for determining whether or not the condition of the steering operation (collision avoidance operation) is changed from OFF to ON in step S305 is changed.
  • step S305 as in step S105, it is determined whether or not the collision with the object can be avoided by the steering operation based on whether or not the steering angle acquired from the steer sensor 25 exceeds the threshold value X.
  • a flag for changing the threshold value X is set to ON. When the threshold value change flag is ON, the threshold value X is set large in the direction of the driver's steering operation.
  • the threshold value X is preferably changed with respect to the direction of the steering operation of the driver toward the side where the target object exists. That is, it is preferable to change the steering angle threshold value X to be larger (so that it is difficult to delay the operation timing) in the direction of steering toward the side where the target object exists.
  • step S309 the process of step S310 is not performed until a predetermined time elapses after the driver's steering operation is performed (until ts ⁇ Y). Immediately after the operation, the existing target object can be detected and the correction condition can be prevented from being turned off. In a situation where it is predicted that a collision with an existing target object can be avoided if the course change is completed by the driver's steering operation, the existing target object is detected in the course of the course change, and the operation delay suppression process is performed. You can avoid that.
  • the threshold value X is increased in step S313 so that the operation delay is difficult to be executed.
  • driving support that prioritizes collision avoidance can also be realized by suppressing execution of the operation delay processing.
  • step S314 it is determined whether or not there is a target object (hereinafter referred to as a new target object) different from that recognized as an avoidance target before the steering operation on the route. By this process, it is determined whether or not a new target object exists on the course of the host vehicle after the steering operation.
  • a target object hereinafter referred to as a new target object
  • step S314 if a new target object is detected on the course, the process proceeds to step S318 to step S319. That is, the correction condition is turned OFF, the value of the counter T is reset and set to zero, and then the process proceeds to step S320.
  • the operation delay is quickly suppressed, and an appropriate collision with the new target object is achieved. Avoidance control can be executed. Note that after step S309, the same processing as step S313 may be performed. By increasing the threshold value X in step S313 and suppressing the execution of the operation delay, it is possible to realize driving support that prioritizes collision avoidance until the possibility of collision avoidance with the new target object sufficiently decreases.
  • step S314 if a new target object is not detected on the course, the process proceeds to step S315, and after the threshold value change flag is turned OFF, the process proceeds to steps S316 and S317.
  • steps S316 and S317 the correction condition is set to ON and the value of the counter T is set to T + 1. Then, the process proceeds to step S320.
  • the threshold value change flag is turned off, assuming that the collision risk has been sufficiently avoided. Thereby, the execution conditions of the operation delay of the safety device 30 are relaxed, and the driver's operability and comfort can be ensured.
  • the process of turning off the threshold change flag may be executed when a predetermined time has elapsed since the process of step S313.
  • FIG. 8 The operation timing when the processing shown in FIG. 6 is performed will be described with reference to the explanatory diagrams shown in FIGS. 7A and 7B and the time chart shown in FIG.
  • the horizontal axis represents time t
  • the vertical axis represents, from the top, the presence / absence of existing target object detection, the presence / absence of new object detection, the presence / absence of steering operation, ON / OFF of correction conditions, and the threshold change flag. ON / OFF and operation timing are shown.
  • the ECU 10 recognizes the preceding vehicle 61. The Then, when the preceding vehicle 61 is detected as the target object, the operation timing is set to the reference timing TC1, as shown in FIG.
  • the course of the host vehicle 60 is the course shown by the solid line.
  • the route is changed from 70 to a route 71 indicated by a broken line.
  • the preceding vehicle 61 When a predetermined time elapses at time t22, the preceding vehicle 61 is detected as the target object, so that the operation delay is suppressed as shown in FIG. 8, and the operation timing is set to the reference timing TC1. .
  • the preceding vehicle 61 is steered in the same direction as the steering direction of the host vehicle 60 by the driver and enters a detection region set along the course 71 of the host vehicle 60.
  • the operation delay is suppressed and the safety device 30 is easily operated (returns to a normal state).
  • the operation timing is set to the reference timing TC1.
  • the object recognition unit 11 may set a dangerous area in a predetermined area including at least the side of the host vehicle.
  • the dangerous area 53 can be set as a predetermined area extending forward or backward along the course 73 of the host vehicle 60 on the side of the host vehicle 60.
  • step S401 a dangerous area is set.
  • step S402 it is determined whether or not a target object is detected in the dangerous area.
  • the process proceeds to step S403, and the threshold value X for determining the presence or absence of the steering operation is changed. That is, the threshold value X is increased so that an affirmative determination is difficult to be made in the determination of the steering operation in step S105 or step S305.
  • the threshold value X is preferably changed with respect to the direction of the steering operation of the driver toward the side where the target object exists. That is, it is preferable to change the steering angle threshold value X to be larger (so that it is difficult to delay the operation timing) in the direction of steering toward the side where the target object exists.
  • step S402 when the target object is detected outside the dangerous area, the process ends without executing step S403.
  • step S403 when the target object is recognized in the dangerous area, it is possible to make it difficult to execute the operation delay compared to the case where the target object is detected outside the dangerous area. Therefore, it is possible to more appropriately select execution of the operation delay.
  • the driving support apparatus has the following effects.
  • the ECU10 performs the operation
  • the suppression unit 42 operates the safety device 30 by the suppression delay unit 41. Suppress execution of restraint or activation delay. For this reason, the safety device 30 can be appropriately operated when the risk of collision is not reduced even when the driver performs the collision avoidance operation.
  • the operation of the safety device 30 is suppressed.
  • the safety device 30 can be operated. . For this reason, higher crash safety can be ensured while considering the driver's operability and comfort.
  • the suppression unit 42 recognizes a target object that is a collision avoidance target on the course of the host vehicle after the driver's steering operation is performed by the object recognition unit 11 after a predetermined time has elapsed since the driver's steering operation.
  • the operation of the safety device 30 is stopped or the operation delay is suppressed.
  • the operation delay is suppressed for the detected target object. For example, driving is performed in order to avoid a collision with a target object on the course before the steering operation by stopping the operation of the safety device 30 or suppressing the operation delay after a predetermined time has elapsed since the driver's steering operation.
  • the operation delay is suppressed, the delayed operation timing can be accelerated, and the driving support giving priority to the collision avoidance can be realized.
  • the suppression unit 42 may be configured to maintain the suppression of operation or suppression of the operation delay until a predetermined time elapses after the suppression of the operation of the safety device 30 or suppression of the operation delay is executed. Alternatively, the suppression unit 42 may be configured to maintain the suppression of the operation or the delay of the operation until the collision with the target object is avoided after the suppression of the operation or the suppression of the operation delay is performed. Good. With such a configuration, it is possible to more reliably prevent the operation of the safety device 30 from being stopped or delayed when the collision risk is not reduced even by the driver's steering operation.
  • the object recognition unit 11 sets a predetermined area around the host vehicle as a detection area, and performs object recognition on the object detected in the detection area.
  • the object recognizing unit 11 is configured to set a dangerous area in a predetermined area including at least the side of the traveling direction of the host vehicle, and recognize whether or not the target object is detected in the dangerous area. Yes.
  • the stop delay unit 41 executes the operation stop or the operation delay of the safety device 30 as compared with the case where the target object is detected outside the dangerous area. It is configured to be difficult. By setting the dangerous area, it is possible to more appropriately select whether to stop the operation of the safety device 30 or to execute the operation delay.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Human Computer Interaction (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
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PCT/JP2019/019130 2018-05-21 2019-05-14 走行支援装置 WO2019225407A1 (ja)

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CN112154493A (zh) 2020-12-29
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JP6973290B2 (ja) 2021-11-24
JP2019202586A (ja) 2019-11-28
US20210070287A1 (en) 2021-03-11

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